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[quote user="Euclid"]He said he chose a service application at that point rather than an emergency application because he said that he had been taught by Amtrak that the service application would stop the train just as quickly as the emergency application, and that Amtrak preferred the use of the service applcation for such an emergency.[/quote] I already posted the air brake requirements frm the PRIIA 305-005 specification about 10 pages back:   Full-service, air only for a single locomotive from 125 mph, the stopping distance shall be no more than 9,000 ft Emergency, air only for a single locomotive from 125 mph, the stopping distance shall be no more than 8,000 ft And: Pneumatic priority shall be given in emergency and dynamic priority in service rate applications (blended braking) That translates to brake decelerations of 1.27 mph/sec for full service and 1.43 mph/sec for emergency application, air only. The Talgo Series 8 cars have brake decelerations of 2.3 mph/sec in full service and 2.7 mph/sec in emergency. See page 32: <a href="http://www.whsra.com/sites/all/files/Shannond/20111103%20Talgo-Western%20High%20Speed%20Rail%20Alliance.pdf">www.whsra.com/sites/all/files/Shannond/20111103%20Talgo-Western%20High%20Speed%20Rail%20Alliance.pdf</a> I can only see on paper that the difference between full-service and emergency brake deceleration is much smaller than I expected. How blended braking fits into the picture I don't know. What influence this has on train behavior under different brake application others I ask others to evaluate. Regards, Volker
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